Engine



Nov. 3, 1936.

W. F. LOGAN ENGINE Filed April 20, 1933 ill l'o: a4

Nov. 3, 1936. w. F, LOGAN 2,059,802

ENGINE Filed April 20; 1933 6 Sheets-Sheet 2 IlliilH mgg llllilll?! 114w v 3mm Nov. 3, 1936. w. F. LOGAN I 2,059,802

' ENGINE Filed April 20, 1933 6 Sheets-Sheet 3 Nov. 3, 1936. w LOGAN2,059,802

ENGINE Filed April 20, 1933 6 Sheets-Sheet 4 i v 747 5 u Gum/M1 3 Nov.3, 1936. I w LOGAN 2,059,802

ENGINE Filed April 20, 1955 e Sheets-Sheet 5 IN VENT OR ami/m ATTORNEYSNov. 3, 1936. w LOGAN v 2,059,802

ENGINE Filed April 20, 1933 6 Sheets-Sheet 6 Patented Nov. 3, 1936'UNITED STATES PATENT OFFICE ENGINE Application April 20, 1933, SerialNo. 667.0%

Y 29 Claims.

This invention relates -to engines, and more particularly to engines ofthe type employin what are known as floating pistons. While in itsbroader aspects the invention has utility when applied to steam and aire gines, the invention is of particular utility w en embodied in aninternal combustion engine, and it will therefore be more particularlydescribed with reference to such use. The present application is acontinuation in part of my application Serial No. 580,176, filedDecember 10, 1931, entitled Gas engines, and of my application SerialNo. 498,189, filed November 25, 1930, entitled Gas engines.

. It is an object of this invention to provide a energy of a movingcolumn of substantially incompressible liquid and the potential energyof an elastic means under conditions which permit the development anduse of said energy with high efliciency. 1

Another object of this invention is to provide an engine of the typejust characterized wherein form delivery of power and wherein vibrationsand irregularities of operation eliminated.

Another object of the present invention is to provide an engine of thetype first characterized wherein the delivery of power is under thecontrol of parts whose speed is regulated independently of anyfluctuations in speed of the floating 0 piston during its power stroke.Y

Another object of this invention is to provide an internalcombustionengine of the type employing afloating piston wherein thecompression of the fuel mixture and the time of its ignition as wel1 asits admission to and discharge from the. combustion chamber arecontrolled independently of fluctuations in speed of the floating pistonduring its combustion stroke.

Another object of this invention is to provide an engine of the typefirst characterized which are substantially the delivery of the kineticand potential energy avoids the tendency of the floating piston torebound at the end of its power stroke.-

Another object of this invention is to provide an engine of the typeemploying a floating piston wherein the use of a crank mechanism isavoided and wherein power is delivered to the driving shaftsubstantially at right angles thereto at all times.

Another object of this invention is to provide an engine of the typeemploying a floating piston which avoids the conditions consequent onthe occurrences of dead centers,and which avoids irregularities ofspeed, vibrations, shocks, jars and the like. 1

Another object of this invention is to provide a novel internalcombustion engine wherein compression of the fuel mixture after ignitionwith the resultant energy losses is entirely avoided.

Another object of this invention is to provide a novel internalcombustion engine which enablesthe cylinder clearance to be materiallyreduced with substantial increase in efficiency.

Another object of this invention is to provide a novel internalcombustion engine wherein it is practicable to furnish each charge offuel with such a. quantity oi. oxygen as will obtain substantially acomplete combustion of said fuel in the combustion chamber with theresultant elimination of fuel losses.

Another object of this invention is to provide a novel engine whichenables the production of high power at relatively low speed or highspeed at relatively low R. P. M. at the engine.

Another object of this invention "is to provide a'novel engine in whichthere is a substantially smooth and" uniform delivery of power to thedriving shaft throughout the operation of the same.

Another object of this invention is to provide a novel engine whichfacilitates close regulation 'of the speed and delivery of power andwhich also provides flexibility of design in securing desired rates ofpower delivery and desired rates of revolution through a wide range.

Another object of this invention is to provide a novel engine wherebyincreased power per unit of fuel consumed and increased thermalefliciency can beobtained.

Another. object of the present invention'is to provide a novel enginewherein the heat losses are so reduced that a cooling system isgenerally unnecessary, although one may be used if preferred.

Another object of this a novel internal combustion engine which enablesV 60 I ment.

the maintenance normally of a constant air and fuel mixture irrespectiveof variations of load on the engine, but which also enables variationsof mixture for variations of load or speed'if preferred.

Another object of this invention is to provide a novel internalcombustion engine wherein a low exhaust temperature and pressure can beobtained and also efllcient scavenging of each combustion chambereffected.

Another object of this invention is to provide a novel engine which haslow weight per unit of power delivered and which therefore readily lendsitself to use in airplanes, automobiles and the like.

Another object of this invention is to provide a novel engine which issimple in construction, strong and rugged in service, and economical inoperation and maintenance, and which readfly lends itself to a widerange of control and use.

Another object-of this'invention is to provide a novel method forcontrolling and utilizing the energy developed by a floating piston.

Other. objects will appear as the description of the invention proceeds.

The invention is capable of receiving a variety of mechanicalexpressions, two of which are illustrated on the accompanying drawings,but it is to be expressly understood that the drawings are for purposesof illustration only, and are not to be construed as a definition of thelimitsof the invention, reference being had to the appended claims forthat purpose.

Referring in detail to the drawings, what the same reference charactersare employed to indicate corresponding parts in the several figuresr IFig. 1 is an elevation of a preferred embodiment of the presentinvention;

Fig. 2 is a side elevation of the embodiment of F Fig. 3 is a frontelevation on a smaller scale of another embodiment of the presentinvention;

Fig. 4 is a longitudinal section through the embodiment of Fig. 3 on aslightly enlarged scale;

Fig. 5 is a vertical section, on a still further enlarged scale, takenon the line 5-5 of Fig.4;

Fig. 6 is a detailed sectional view of one of the mechanically operatedby-pass valves;

Fig. 'I. is a somewhat schematic view illustrating another arrangementand location of the valves;

' Fig. 8 is a detail of thestop for each piston' unit as used in theembodiment of Figs. 1 and 2; Fig. 9 is a sectional view of theembodiment shown in Fig. 1; f

Fig. 1 0 is a somewhat schematic viewillustrating an arrangement andlocation of the valves, and

Fig. His 9. vertical section of another embodi Referring first to theembodiment illustrated in Figs. 3 to 6, inclusive, and particularly toFig. 4, a base section I II, of any suitable size and construction, ismounted on any suitable foundation or frame'and provides a receptacle ortank. Suitably mounted above said receptacle I0 is a cylinder block ll,here shown as including two cylinders l2 providing combustion chambers,but it is to be expressly understood that the invention is notrestricted to the use of only two cylinders as willhereinafter appear.As shown, a shaft housing I 3 is interposed between receptacle II andcylinder block ll andis suitably secured to each.

as by bolts, screws, welding, etc.,' at the flanges H and ii. Thecylinder block I I is provided with a suitable head 18 attached to thebody thereof in any suitable way and in the form shown a water jacket llisprovided for the cylinders and ders I2 providing combustion chambers,and I hence here shown as two. Said cylinders 2| communicate with andare here shown as projecting into'th'e interior of the tank It, andsuitably mounted on the bottom of said tank II are valves 23 whichnormally close the bottom of thecylinders 2|. Said valves may be of anysuitable construction and as hereinafter'pointed out in con junctionwith the embodiment of Fig. 1 preferably take the form of elastic balls,but as here shown, the valves arein the form of disks provided withstems 24 which are reciprocably mounted in spiders 25 formed on orattached to the bottom memberll. If-desired s'aid spiders may be mountedon removable plates 26 suitably secured over openings in the bottommember 22,

said openings being suflloiently large to permit the withdrawal of thespiders with the valve members moimted thereon. Said removable plates 28may be secured in pomtion in any suitabl way. as by bolts throughflanges 21 means, however, may be provided for' gaining access to thevalves. Each valve 13 is normally -with interposed gaskets 28. Any othersuitable urged into its position for closing the bottom of its opposedcylinder 2!, and to this end, a helical spring 29 surrounds each valvestem u and reacts between the spider 25 and the valvedisk 23 to normallyurge the latter into its seating position.

Although it is possible to operatethe engine using a compressed gas inthe tank above described, it ispreferredto use a liquid subjected to thepressure of an elastic medium because of the relative incompressibilityof liquid. Tank I0 is accordingly partly filled with a liquid 3|, suchas oil, the volume of liquid therein being sumcient to assure that underno conditions of operation will the lower open ends of the cylinders IIbe uncovered. Saidliquid may be introduced into j the tank ll throughany suitable filling opening, and'a drain opening is indicated at 3|.000pcrating with the surface of the liquid as, either directly orthrough an interposed plate or plunger as hereinafter explained, .is anelastic medium which is under a substantial initial compressionandwhich, may be further compremed when liquid is forced from the cylinders2| into the tank- IO. Said medium thereby acts as a storer of potentialenergy and subsequently delivers said stored energy as hereinafterexplained. While said elastic medium may take the form of springs orequivalent elements, the preferred elastic medium is a gas, such as airfllling' the space 32. Said air is under a substantial initialpressure.

and may be introduced through any suitable pipe as 33. The initialpressure of the air employed The interior ofsaid tank It is in communi-75 cation with the cylinders 2|, and the connections therebetween maytake a variety of forms. As here shown, a by-pass conduit 35 of anysuitable construction, shown as a pipe which leads to the interior ofeach cyinder 2| adjacent the lower end thereof, projects to the exteriorof the tank, through suitable fluid-tight joints, as shown in Fig. 3.Pipe 35 also communicates with the interior of thetank ID at a pointbelow the surface of the liquid therein, sufliciently below the minimumliquid level so that its inlet will never be uncovered by said liquidunder any condition of operation. As here shown a pipe section 36 leadsfrom said conduit 35 and opens into the tank at 38 adjacent the bottomthereof. Said by-pass conduit 35 is provided with a valve mechanism 39for each cylinder as hereinafter explained, said valve mechanism asshown being disposed exterlorly of the tank, but the valves as well asthe connections orconduits between the tank and work cylinders may bewithin the tank as will hereinafter appear. I

Cylinder block ii, in addition to the two cylinders l2 providingcombustion chambers 40, includes a pair of cylinders 4| providingcompression chambers, although as hereinafter explained in conjunctionwith the embodiment of Fig. 1, a

single compression chamber can be used for both cylinders l2, orcompression chambers may be formed within the cylinders l2 below thepistons thereof or within the cylinders 2| above the pistons thereof.Each cylinder i2 is substantially in alignment with a cylinder 2!, andin the form here shown the cylinders l2 and 4! are also arranged inlongitudinal alignment, but this is not essential, as the cylinders l2and M may be otherwise arranged and the compression cylinders 4i may ifpreferred be disposed laterally with respect to the cylinders l2.

Eachcylinder i2 is provided with a piston 42 which is connected througha piston rod 43 of any suitable size and construction with a piston Mdisposed in the associated cylinder 2i, or a single cylinder and pistoncombining the functions of cylinders i2 andfil and pistons '42 and 54could be used. In the form here shown (see Fig. 5) piston rod 63 isprovided with an offset a to pass around the driving shaft 46, but asshown in the embodiments of Figs. 1 and 2, the driving shaft may bedisposed laterally with respect to the piston rods lt so that the lattermay extend in right lines. The driving connection from each piston rodt3 to'the driving shaft 65 is such that there is a right angle deliveryof power from the piston rod'to the driving shaft throughout the workstroke, and as. the present invention employs pistons which are to floatwhen moving under the expansion due to combustion of the fuel mixture,the construction is such that during the stroke of each piston pair, iiiand id,

under the propulsion due to the combustion of -ates with a segmentalgear48 that has teeth for slightly over 180, so that there is at leastone tooth more than 180 of teeth for a purpose hereinafter explainedr-Said segmental gears 48 are suitably secured to the shaft 46, and eachgear is so disposed that their teeth mesh with the corresponding rack 41only during the up stroke of the piston pair, while during the downstroke of the piston pair the cutaway portion of the segmental gear isopposed to the rack 41, or the segmental'gear may be constantly in meshwith the rack and a one way clutch be interposed between the gear andthe shaft. The diameter of the gears 48 is selected to eifect thedesired lever ratio suitable for the particular length of stroke andtiming employed.

Each compressor cylinder 4 I' is provided with a piston 50 driven fromthe driving shaft 46 in any .suitable way, here shown as through apiston rod 5| and crank 52. Compressor 4| may operate to compress onlythe air to support the combustion of the fuel, after which the fuel maybe in-' jected into the compressed air, as by an injector of anysuitable construction, opening for example into the combustion chamber,or the fuel as well as the air may be mixed in the compressor andsubjected to compression in advance of introduction into the combustionchamber. The compressed air from the compressor may be introduced afterthe piston 42 has made its scavenging stroke or the air may beintroduced to help purge the combustion chamber of burnt gases. The fuelused may be either gaseous or liquid introduced into each compressorfrom any suitable carbureting device 53. Each compressor is providedwith a suitable inlet valve 54 and outlet valve 55, and each cylinder isalso provided with a suitable inlet valve 56 and outlet valve 51. Saidinlet and outlet valves are operated in any suitable way in timedrelation with the movement of. the pistons, and as here shown saidvalves are tappet valves operated by rocker arms 58 suitably pivoted onbrackets 59 and in turn operated by rods 60 and rocker arms 6| suitablypivoted on brackets 62. Rocker arms iii are operated from cams 63mounted on a cam shaft 64 driven in any suitable way as by a chain drive66 from the driving shaft 6. .It will be understood] that the cranks b2and earns 63 are so constructed and arranged as to effect the intherein,the transfero-f the charge to the combustion chambers 48, and theexhaust of the .burnt gases from said combustion chambers in propertimed sequence with the operation of the parts to effect the cycle ofoperation herein=- after explained.

As before noted each cylinder 2i is provided, in the by-pass conduit 35associated therewith, with a suitable valve mechanism 39 for opening andclosing communication between said by-pass and the interior of saidcylinder. Said valve mechanism may be ofany suitable construction andoperated in any suitable way from the driving shaft or cam shaft. Ashere shown, theconduit leading from each cylinder 2i has a valve housing.10 which, as shown in the enlarged detail of Fig; 6, contains abutterfly valve disk "II operable or solid. As here shown a liquid fuelisv by a crank arm 12 disposed. exteriorly of the housing 10 and mountedon the pivotal axis l3 46. Said cams are so arranged "as to effect theoperation of the valves H in the timed sequence hereinafter described.By-pass 35 is also preferably provided with a suitable valve '|8 wherebythe size of thepassage for fluid flow may be varied; 'I'his'valve may bemanually or automatically operated.

Any suitable means are provided forigniting the fuel mixture in thecombustion chambers 40, spark plugs 80 being diagrammatically indicatedand controlled through a distributor III of any suitable character andconstruction driven from drivingshaft 46. Driving shaft 46 is also shownas provided with a pulley 82 as indicative of any suitable drivingconnection from said shaft 46 to the means to be driven, or a flywheelmay be pro-' vided if desired.

The cycle of operation of the engine is as follows: The fuel mixture, orthe air alone if a fuel injector is used, is drawn into a compressor 4|and compressed therein, and the charge is then transferred to acombustion chamber 40. Compressor 4| is of such size that a suflicientquantity of air is drawn thereintoto effect a substantially completecombustion of the fuel, whether gaseous or liquid and whether introducedinto the compressor or into the combustion chamber itself, When thepiston 42 has reached the top of its stroke and after'the fuel mixtureis introduced into the combustion chamber, said mixture is ignited. Assaid ignition occurs only after the piston 42 has reached its uppermostposition, there is no compression of the mixture after ignition, andtherefore the entire force of expansion arising fromthe combustion ofthe fuel mixture is directly applied to the piston 42. Piston 42 being afloating piston, it is forced downwardly at precisely the rate at whichexpansion of the mixture occurs under combustion, it being rememberedthat during this stroke of piston 42 there is no mechanical connectionbetween the piston' and .the driving shaft. Hence there is no mechanicalrestraint upon said piston to cause the normal expansion of the mixtureunder combustion to be retarded, and therefore the tendency for theenergy to be dissipated in heat to the engine walls is materiallyreduced. Moreover, as there is no compression of the mixture aftercombustion starts, the heat losses characteristic of the compression ofignited charges is avoided. Also, as the amount of air initiallyprovided is sumcient for complete oxidation of the fuel, the heat lossesincident to delayed burning of the gases are largely avoided. In otherwords, the piston is free to move at the variable rate at which themixture tends to expand naturally when combustion is free and complete.

The movement so imparted to piston 42 by the expanding gases in thecombustion chamber 40 is transmitted through piston rod 43 to theassociated piston '44 in cylinder 2|. As soon as the pressure per squareinch on piston 44 is sufilcient to overcome the pressure per square inchof the compressed air on the oil 30, valve 23 is opened and the .oil isdriven from the cylinder 2| by the advancing piston, the entire end ofthe 'cylinder being preferably open so as to offer the minimumresistance to the flow of the oil. If the piston in the other workcylinder were held against move.-

ment, or if the invention be embodied in asingle cylinder engine, thisdisplacement of oil from the cylinder 2| to the tank In is convertedintopotential energy in the form of an additional com- *pression of thegas in the space 32. As a matter Ill into a second cylinder 2|.Simultaneously with or immediately after the initiation of thecombustion stroke of the piston 42," the butterfly V valve 12 for theopposite cylinder 2| is opened and the oil flows into said cylinder 2|to move the cor der 2| is at a varying rate, however, because ofthe'varying rate of movement of the piston in the combustion chamber,there is the development of both' potential energy in the compressed gasand kinetic energy in the flowing oil, the former conserving the energythat would otherwise be lost if there were a controlled rate ofdevelopment of pressure on the oil in the first cylinder 2|. In otherwords substantially all of the energy developed by the expansion of thefuel mixture under combustion and the inertia of the moving pistons iscaptured by the moving oil and compressed gas in the tank, the latteracting as a reservoir for the energy developed in excess of thecontrolled rate of output through the oil and delivering said storedenergy to maintain a uniform rate of output throughout the work stroke.But the piston 44 makes its work stroke at a substantially uniformpressure, because the actual variation in pressure in the compressed gasin the tank I0 is in fact relatively small.

During this work stroke of the piston 44 the nected to the piston 44that is making the work stroke is at this time scavenging itscorresponding combustion chamber 40, and as the next charge is beingcompressed in the chamber of the associated compressor 4| it is possibleto hold the outlet valve of said combustion chamber open for a majorportion of the stroke'and effect a satisfactory scavenging of thecombustion chamber. During this same stroke the compressor piston 50 ismaking its compression stroke, its suction stroke having been madeduring the work stroke of the piston 44 first referred to, and as theworking piston 44 approaches the end of its stroke, the outlet valvefrom the corresponding combustion chamber is closed and the inletvalve.opened, while the outlet valve. from the associated compressorchamber is opened simultaneously so'that the compressed charge istransferred to the combustion chamber last referred to. when thispiston42 reaches the top of its stroke, the charge is ignited and the cycle isrepeated, the 011 now being driven from the second" cylinder. 2| intothe tank I at the rate determined by the floating piston 42 in thecombustion chamber, while the first referred to piston 44 is newperforming its work stroke, and its assoa ciated piston 42 is scavengingits combustion.

chamber. 40, and the related compressor 4| is simultaneously making itscompression stroke.- It will be understood that the two piston pairs 42and 44 have their phases 180 apart.'

As each segmental gear 48 extends for one or more teeth beyond 180 adriving relation is established between the first tooth of the secondsegmental gear to go into operation and its rack before the last toothof the segmental gear that has been performing a work stroke becomesdisengaged from its rack. Hence there is no' intertion between thesuccessively acting racks and the driving shaft, and the output of poweris therefore smooth and continuous.

From the foregoing description the preferred embodiment of Figs. 1, 2,and 9 will be understood from a brief reference to the differencesthereof from the embodiment of Figs. 3 to 6, corresponding parts beinggiven the same reference characters as in the embodiments of Figs. 3 to6. The embodiment of Figs. 1, 2, and 9 as shown has its tank orreceptacle section III sub-divided into a base portion III) and an upperportion III, said two portions being suitably united as by bolts passingthrough flanges II2. Base portion IIII may be mounted on any suitablefoundation II3 as by bolts II4. The provision of the joint at IIZpermits the upper part of the engine to be lifted with respect to thelower portion III] for access to the bottom of the tank and the valvestherein, etc. If preferred, however, the tank may be made in one pieceor in any other desired combination of sections. The portion III in thisembodiment also includes the portion of the casing which houses thedriving shaft and associated parts.

In place of disk valves 23 within the tank, the

I present invention employs spherical valves I23 mounted on coil springsI29. Said valves are preferably constructed of an elastic medium andconstitute elastic balls that may give in the event that an unduepressure is imparted thereto.

In this embodiment the oil space within the tank I0 is separated fromthe compressed gas space therein by a plunger I35, the cylinders 2| inthis embodiment having intermediate the same a centrally disposedcylinder I36 which opens at its botttom into the oil space I31 and hasabove the plunger I85 a space I38 for the compressed gas. Therefore,even though the engine be turned upside down, as may occur in use on anairplane, the oil in the space I31 cannot uncover the bottoms of thecylinders 2i and the inlets to the by-pass 35. It may here be noted thatso long as the operating fluid is maintained in sealed contact with thepistons 44 it is unnecessary that saidpistons work in or even projectinto the tank I8.

In this embodiment a single compressor 4I is provided, withsuitable'connections and valves for supplying compressed charges to the twocombustion chambers 40, and the driving shaft 46, which is so positionedas'to avoid any offset in the piston rods, is provided with a beveledgear I 48 which meshes with a beveled gear I4I of one half thediameter'of gear I40 on a stub-shaft I42 that carries an eccentric I45for driving the piston 50 of said compressor. The outlet valve I54 ofthe compressor controls the admission of the compressed fluid into astorage space I55 which communicates with one or the other of thecombustion chambers when one or the other of the inlet valves I55 of thelatter is opened. As the com- This embodiment also eliminates aseparatecam shaft, all of the cams for operating the inlet andoutletvalves being mounted directly on the driving shaft 48 as shown at I59.Likewise the injector being generally indicated at I85 andcommunicating. with any suitable source of fuel. As shown in thefragmentary view of Fig. 8, each of the work pistons 44 may be providedwith a cushioning or stop device in the event that the piston tends tomove too far on its working stroke. As here shown each work piston '44has mounted above and resiliently spaced from the same a stop member I45which has an axially extending rim- I46. The end of the cylinder isprovided with an overhanging and inwardly directed rim member I4'Ispaced from the wall of the cylinder sufficiently to provide an annularrecess that will receive the rim I 46 and cooperate therewith to form,

in effect a dashpot. Stop member I45 is normally spaced from the pistonproper 44 by a coil spring I48. A suitable gland may be provided aroundthe piston rod as shown. at I49.

Ifthe piston 44 tends to overtravel the rim I45 will enter the annularspace between the cylinder wall and the rim I41, acting as a dashpot andbringing stop member I45 to rest, while the spring I48, as member I45is. retarded, will oppose resiliently the relative approach of piston44, but

yielding until the piston is stopped. Hence the combined dashpot andspring action will bring the piston 44 to rest at the end of its strokewithout shock or jar.

It is also preferred to provide means whereby any oil leaking past thepiston 44 will be returned to the tank. As here shown the upper end ofthe piston 44 is recessed, and the body of the stop member I45 is soshaped as generally to conform and mate with said recess. At the bottomof said recess one or more check valves I5I control passages I52 in thepiston, said valves being normally held closed by springs I53 as well asby the pressure existing at the under side of the piston. If oil shouldescape past the piston, however, it will flow into the recess I58 andcollect therein. When the stop member I45 is arrested by the engagementof its rim I45 within the rim I41 and piston 44 continues to moveagainst the tension of the spring I48, any oil trapped in recess I5I]will be placed under suflicient pressure by the relative movement of therecess in the piston and the stop member to force the valve orval'vesI5I toopen and return the oil to the interior of the tank. A suitablevalve controlled passage may be similarly provided whereby the pressureof the air in the tank may be maintained atthe desired value by theaction of the piston and stop member.

Otherwise the construction and manner of operation will be apparent fromthe more detailed explanation of the embodiment of Figs. 3 to 6.

Fig. 7 illustrates an arrangement wherein the passages of communicationbetween the tanks and work cylinders as well as the valves for controlling the same are disposedinside of the tank. As here shown, eachwork cylinder communicates with the tank I0 through a short passage I60formed in the wall of the cylinder, thus eliminating the frictionincident to the use of long pas- 75 sages. The by-pass valves are alsonow located in the tank, and may take any suitable form.

, within the cup is forced away from stop I 16 and further into cupclosure of said orifice. Arm I16 is rotatably 'place of the separateadjustable valves 18 for varying the size of the by-pass in theembodiments of Figs. 1 to 6, lever i63 carries a pair of wedge-likestops I 65 and asecond pair of movable wedge members I66 connected byParallel links I61 and an intermediate link I66 so that said wedgemembers I66 may be protruded to a greater or less extent between thestops I65 and the ends of the valve rods I62. Link I68 can be operatedmanually or mechanically, and thereby the extent to which the valve rodsare moved by the movement of the lever I63 may be adjusted manually orautomatically. A coil spring I69 normally holds the lever I63 inoperative. relationship to its thrust rod or camoperating member. Inplace of providing the passages I66 in the walls of the cylinders, saidpassages may be provided in the ball valve members I23 provided thevalve members I6I are so mounted as to cooperate with said passageswithout interfering with the proper opening of the valve members I23under the pressure developed in the cylinders during the power strokes.Such an embodiment isshown in Fig. 10.

The ball valve members I23 are provided with passages ",4 of suitableshape designed to be closed at the appropriate times by valve membersI6I. Valve member I6I is slidable and rotatably engaged on pin I, saidpin being permanently mounted in arm I10 and extending centrally memberI6I againststop I16 formed on pin I1I. When valve member I6I is closingoriflce I14 it Spring I12 then acts to insure complete mounted on rockerarm I13 by pin I11 such a connection allowing ball valve member I23 .toopen without hindrance when valve member I6I is closing orifice I14.Rocker arm- I13 is rotatably mounted on pin I18 and is actuated byappropriate cams on shaft 46 working through push rod I19. The ballvalve members themselves may be operated to admit the liquid to the workcylinders and provide the controlled admission of fluid thereto if alsomounted so that they will open without resistance under the pressuredeveloped in the .cylinders during the power stroke while subject tooperation by suitable valve operating rods extending into operativeconnection there-.

- correct time in the cycle of the engine as one piston nears the end ofits power stroke push rod I19 is depressed. Ring member I62 is moved,down- I15 formed on the arm I10. Spring I12 is designed and placed tohold valve wardly and engages ball valve member I23 of an associatedcylinder forcing it downward a prede termined amount and allowing theliquid to flow into the associated cylinder for the commencement of theworkstroke in that cylinder. At the correct time in-the cycle thedownwardpressure on push rod I19 is released, spring I29 forces ballvalve member I23 upward, carrying with it ring member I 82 and push rodI19, and reseats ball valve member I23 in its seat at the lower end ofcylinder 2| at which time ring member I82 is freed from engagement withball valve member I23 and thereafter exerts no influence upon it untilthe next appropriate phase in the cycle.

It will therefore be perceived that a novel engine has been providedwhich employs a floating piston that is so combined with energytransferring means that a highly eflicient, accurately controllable andsmoothly operating engine is provided. Moreover, a combustible mixtureis exploded under conditions whereby the energy derived is utilized withmaximum eiflciency, since the expansion of the mixture under combustionis, converted into the kinetic energy of movement of piston 42 withoutthe losses heretofore characteristic of engine cycles whereincompression of the charge continues after combustion begins, while theexpansion of the burned mixture is substantially unrestrained as well ascomplete so that the development of heat by delayed combustion orrestrained expansion, which heat is largely dissipated through theengine walls or in the exhaust gases, is kept to a minimum. While thedissipation of energy by heat is not entirely eliminated experience hasdemonstrated that the loss of energy by heat dissipation is so farreduced that the engine does not become overheated although no means areprovided for circulating a cooling medium in heat interchanging relationwith either the cylinder head or the cylinder walls. Hence a saving inthe weight of the parts required for sucl'f cooling systems as haveheretofore been employed is eifected, and as the engine remainsrelatively cool in operation, there is less danger from the warpage andinjury to the parts that arises from high heat, so that the engine canbe made of lighter construction than heretofore considered feasible forlike outputs of power.

The energy'derived from the motive fluid is therefore largely convertedinto kinetic and potential energy, and the efliciency of the engine istherefore relatively high. Not onlyonay the float-- ing piston move atthe rate determined by the natural tendency of the fluid to expand butin the 'case of a combustible mixture it moves at the rate determined bythe tendency of the gases to expand under free combustion in thepresence of an adequate supply of oxygen. Also full advantage is takenof the inertia of the moving piston to transfer energy to the fluidwithin the tank.

'The pressure on the fluid within the tank is so selected as to assurethat each floating piston will be brought to rest at theappropriateposition for the end of its explosion stroke, which also assures thatthere is sufilcient pressure on the liquid to effect the working strokewithout any large change in relative pressure of the gas on the-oil. Asbefore noted, as soon as the pressure on the piston exceeds the pressurein the tank the outlet valve for the cylinder '2I is opened, andthroughout the explosion stroke the oil is forced from the cylinder intothe tank at the rate at which the piston moves under the action of theexpanding gases. As soon-as the plunger H comes to rest as because ofthe dropin the pressure of the ex-' panding gases that is driving piston42, and the momentum of the moving parts is overcome by the pressure onthe oil, the valve closes because at this instant substantiallyatmospheric pressure is acting on the top of the piston pair 42, 44,while the pressure within the tank is acting to close the valve. As anyoil remaining in the cylinder 2| is substantially incompressible andtherefore inexpansible, and as thepiston' 44 cannot rebound withoutcreating a vacuum at its under side, the piston 44 therefore tends toremain stationary at the bottom of its stroke until such time as thecorresponding valve 1| is opened to admit oil under pressure into saidcylinder 2i. Hence any rebound of the piston at the end of its stroke iseifectively prevented.

As soon as the valve'between the tank and a work cylinder is opened theoil under pressure flows into the work cylinder at the rate determinedby the size of the passages, which may be controlled and adjusted by thevalve mechanism provided. In fact the oil being forced from one cylinder2| is, as to a considerable portion thereof, displacing an equalquantity of oil into the other cylinder 2|, so that one piston 44 ismoving the other piston 44 indirectlvthrough the intermediary of the oilin the tank l0. -But the inflow of oil into the second cylinder 2| is ata uniform rate and under a substantially uniform pressure,

efliciency, because throughout the stroke the de-' livery of energy fromthe rack 41 to the segmental gear 48 is substantially at right angles tothe axis of the driving shaft, and therefore the power losses heretoforecharacteristic of crank mechanisms are avoided.

As one segmental gear comes into operation just prior to the precedingsegmental gear going out of operation, the delivery of power to thedriving shaft is smooth and regular, and without interruption, and hencethere is an absence of shocks, jars, vibrations, etc. Also the force 'ofexpansion in the combustion chamber and acting on the liquid in the tankis equalized by the elastic medium in the tank, and any shocks and jarsthat would otherwise be created by the ignition of the charge as well asvibrations are eliminatedby uid to each cylinder 2|, and also theadmission and exhaust of the combustible charge to and from thecombustion chambers, and the admission and exhaust of the air or chargeto and from each compressor, and the ignition of the charge, are allunder the control of the driving shaft, which in turn-is moving at thecontrolled rate determined by the flow of oil into the cylinders 2 I.Hence any irregularities in the rate of movement of the pistons in thecombustion chambers are not reflected in the rate of movement of thedriven parts. This enables the rate of power delivery to be nicelyadjusted without loss of emciency in the combustion chambers,becausethe'pistons in the combustion chambers may move at a relativelyhighand varying speed in conformity with the speeds and loads. low,while its horse power per unit of fuel conefficient use and expansion ofthe gases therein; while the rate of work delivery may be controlledaccurately since all of\,the other functions of the engine are under thecontrol of the driving shaft moving at the controlled speedlof theworking pistons. On the other hand, the present inven-v tion makespossible the development of relatively high power or high speed althoughthe number of explosions per minute are kept relatively low, because byvarying the rate of delivery of the liquid into the work cylinders therate of power delivery can be varied independently of the rate of whichexplosions occur, and therefore the present invention enables thedevelopment of power for speed or speed for power. Furthermore, whilethe fuel mixture may be maintained constant under variations or load, ifpreferred, the fuel mixture may be varied which will vary the length ofthe a power strokes and therefore the power or speed developed.

The present invention further enables the clearance inthe cylinder to bereduced with corresponding increase in efficiency. Thus in theembodiment of Figs. 1 and 2 wherein-the fuel is injected into each powerchamber after the compressed air is transferred thereto from thecompressor and after the piston has reached the top of its stroke, thecylinder clearance can be reduced to that amount that is suitable toprovide for the proper volume of air. to combine with the injected fuelunder such pressure as can be efliciently developed by the compressor,and a substantial increase in efliciency can' thus be obtained inaccordancewith recognized principles governing increased pressure anddecreased clearance. At the same time there is no danger of preignitionbecause of the fact that the cylinder remains relatively cool andmoreover, preignition would be without disadvantage because of the factthat the fuel is not introduced until E of the pistons and thereforelargely restored to the tank by the operation of the pistons moving ontheir power strokes. Hence this restored pressure largely compensatesfor the power needed to operate the compressor, while the compressor, inthe embodiment of Figs. 1 'and 2 particularly utilized for compressionthat part of the cycle where crank action is most efficient.

Furthermore, the present invention enables the heat units of the fuelconsumed to be so utilized as work as to result in high thermalefiiciency,

" and at the same time the engine is simple in construction, strong andrugged in service and read.-

ily lends itself to a wide flexibility in use and design, so that it maybe applied to various services and .deliver power under a wide varietyof. Its weight per horse power is sumption is high.

While the embodiments illustrated on the drawings have been describedwith considerable particularity, it is to be expressly understood thatthe invention is not limited thereto. The principle underlying thepresent invention having been explained in detail, it 'will'at once beapparent to those skilled in the art that considerable departure may bemade from the embodi merits illustrated and described-without depart- 15mg from the spirit r the invention. The invention can also be applied tosteamor air engineswith advantage. Although a liquid as well as anelastic medium are preferably used in the tank the invention astocertain features thereof can be used with advantage where the tankcontains only a compressed gas, but withsuch a construction it is moredimcult 'to prevent leakage around the pistons and more dimcult to con-10' trol the engine because of the compressibility of the operatingfluid. Various other constructions of devices for compressing andintroducing the fuel charge, transferring power from the pistons to thedriving shaft, etc., may be used, various other forms of valves andvalve operating mechanisms may be employed, other forms of elastic meansmay be used for cooperating with the 4 liquid in the tank, etc., andengines .may be built up of any suitable number of cylinders operatingon the principle herein disclosed, or even a single cylinder may be usedwith some advantage, if a flywheel is also used, while changes may bemade in the details of construction, materials, sizes, arrangements, andproportion of the various parts,

25 and certain features used without other features,

without departing from the spirit of this inven-.

'4 tion. Reference is therefore to be had to the and work chambers, areceptacle containing a liquid and an elastic medium under compression,connections between each work chamber and said receptacle, to carry saidliquid.

means for varying the rateof flow of said liquid 40 in said connections,a driving shaft, and means for disconnectingsaid driving shaft from eachpiston means during the combustion stroke thereof and for connectingsaid shaft to said piston means during the return stroke thereof.

2. In an internal combustion engine, cylinders providing a'plurality ofcombustion chambers and a like. plurality of work chambers, piston meansin each associated pair of combustion and work chambers, a receptaclecontaining a liquid and anelastic medium under compression, connectionsbetween each-"work'cylinder and said receptacle to carry said liquid,means for controlling the rate of flow of said liquid in saidconnections, a driving shaft, means for discon-" lns ai riv shaft from cPiston 7. In an internal combustion engine, cylinders means during thecombustion stroke thereof and for connecting said shaft to said pistonmeans during the return stroke thereof, a separate compressor driiren bysaid driving shaft, and valve controlled connections for transferring acharge from said compressorto the combustion chambers.

3. In an internal combustion engine, cylinders providing a plurality ofcombustion chambers and a like plurality of work chambers, piston meansin each associated pair of combustion and work chambers, a receptaclecontaining a liquid and an elastic medi under compression, connectionsbetween each work cylinder and said receptacle to carry said liquid,means for varying the rate of flow of said liquid in said connections,

a driving shaft, meansfor disconnecting said driving shaft from eachpiston means during the e combustion stroke. thereof and for connectingsaid shaft to said piston means during the return stroke thereof, andmeans controlled from, said driving shaft for igniting the charge ineach combustion chamber after the piston therein has completed itsreturn stroke. l

4 In an internal combustion engine, cylinders providing a plurality ofcombustion chambers and a like plurality of work chambers, piston meansin each associated pair of combustion and work- -chamber,s; a receptaclecontaining a liquid and an elastic medium under compression, connectionsbetween each work chamber and said receptacle, a driving shaft, meansfor disconnecting said driving shaft from each piston means during thecombustion. stroke thereof and for connecting said shaft to said pistonmeans during the return stroke thereof, means controlled by said drivingshaft for opening and closing communication between each of said workchambers' and said receptacle, and means for varying the size of saidopening.

5. In an internal combustion engine, cylinders providing a plurality ofcombustion chambers and a like plurality of work chambers, piston meansin each associated pair of combustion and work chambers, a receptaclecontaining a liquid and an elastic medium under compression, connectionsbetween each work chamber and said receptacle,

tacle when the corresponding piston means starts on its combustionstroke.

6. In an internal combustion engine, cylinders providing a pluralityofcombustion chambers and a like plurality of work chambers, piston meansin each associated pair of combustion and work chambers, a receptaclecontaining a liquid and an elastic medium under compression, valvecontrolled connections between each work chambet and said receptacle,means for controlling the time of opening of said valve, a drivingshaft, and means for disconnecting said driving shaft from each pistonmeans during the combustion stroke thereof and for connecting said shaftto said piston means during the return stroke thereof, said last namedmeans providing substantially ea right angle transmission of power tosaid driving shaft throughout the work stroke of each Piston means.

providing a plurality of combustion chambers and a like plurality ofwork chambers, piston means in each associated pair of combustion andwork chambers, a receptacle containing a liquid and an elastic mediumunder compression, valve controlled connections between each workchamher and said receptacle, means for controlling the time of openingsaid valve, a driving shaft, and means for disconnecting said drivingshaft from each piston means during the combustion stroke thereof andfor connecting said shaft to said piston means during the return strokethereof, said last named means for one piston means remaining connectedto said driving shaft until said connecting means for another pistonmeans has become connected with said driving shaft.

' 8. In an internal combustion engine, in combination with a drivingshaft, means providing a. plurality of combustion chambers, a piston ineach chamber adapted to be moved by the exaosasoa pansion of an ignitedcombustible mixture unrestrained by mechanical connection to saiddriving shaft, a receptacle containing a liquid and a compressed elasticmedium, means providing a like plurality of work chambers adapted tocommunicate with said receptacle, piston means in each of said workchambers connected to one ofsaid first named pistons and adapted to.force liquid into said receptacles and another of said work chambers andtofurther compress said elastic medium during the combustion stroke ofsaid piston, and means to connect the piston means in the cylinder intowhich liquid is being forced to said driving shaft while liquid is beingforced thereinto.

9. In an internal combustion engine, in com-.

bination with a driving shaft, means providing a plurality of combustionchambers, a 'pistonin each chamber adapted to be moved by the expansionof an ignited combustible mixture unrestrained by mechanical connectionto said driving shaft, a receptacle containing a liquid and a compressedelastic medium, means providing a like plurality of worklchambersadapted to communicate with said receptacle, pistonv means in each ofsaid work chambers connected to one of said first named pistons andadapted to force liquid into. said receptacle'and another of said workchambers and to further compress said elastic medium during thecombustion stroke of said piston, means for controlling the rate of flowof said liquid into said work chamber, and means to connect the pistonmeans in the cylinder into which liquid is being forced to said drivingshaft while liquid is being forced thereinto, said last named meansapplying torque to said driving shaft substantially at right anglesthere-' to throughout the work stroke of said piston means.

10. In an internal combustion engine, in combination with a drivingshaft, means providing a" plurality of combustion chambers, a piston ineach chamber adapted to be moved by the expansion of an ignitedcombustible mixture unrestrained by mechanical connection to saiddriving shaft, a receptacle containing a liquid and a compressed elasticmedium, means providing a like plurality of work cylinders adapted tocommunicate with said receptacle, piston means in each of said workchambers connected to one of 'said first named pistons and adapted toforce to said driving shaft whileliquid is being forced thereinto, andvalve means operated by said driving shaft for, controlling theadmission of liquid to each work chamber. Q

11. In an internal combustion engine, in com- I bination with a drivingshaft, means providing a plurality of combustion chambers, a piston ineach chamber adapted to be moved by the expansion of an ignitedcombustible mixture unreton, means to connect the piston means in thecylinder into which liquid is being forced to said driving shaft whileliquid is being forced thereinto, and a pressure controlled valve foropening communication between each work chamber and said receptacle whena piston starts on its combustion stroke, said valve closing saidcommunication as soon as said piston stops on its combustion stroke.

12/in an internal combustion engine, in combination with a drivingshaft, means providing a plurality of combustion chambers, a piston ineach chamber adapted to be moved by the expansion of an ignitedcombustible mixture unrestrained by mechanical connection to saiddriving shaft, a receptacle containing a liquid and a compressed elasticmedium, means providing a like plurality of work chambers adapted tocommunicate with said receptacle, piston means in each of said workchambers connected to one of sa d first named pistons and adapted toforce liquid into said receptacle and another of said work chambers andto further compress said elastic medium during the combustion stroke ofsaid piston, means for controlling the time of flow of said liquid intosaid work chamber, means'to connect the piston means in the cylinderinto each chamber adapted to be moved by the expansion of an ignitedcombustible mixture unrestrained by mechanical connection to saiddriving shaft, a receptacle containing a liquid and a compressed elasticmedium, means providing a like plurality of work chambers adapted tocommunie cate with said receptacle, piston means in each of saidworkchambers connected to one of said first named pistons and adapted toforce liquid into-said receptacle and another of said work cyl= indersand to further compress said elasticmedium during the combustion strokeof said piston,

means for controlling the time and rate of flow of said liquid into saidwork chamber, and means to connect the piston means in the cylinder intowhich liquid is being forced to said driving shaft while liquid is beingforced thereinto, said last named means remaining connected to saiddriving shaft until another piston means is connected to said drivingshaft.

14. In an internal combustion engine, in combination with a drivingshaft, means providing a plurality of combustion chambers, a piston ineach chamber adapted to be moved by the expansion of an ignitedcombustible mixture unrestrained by mechanical connection to saiddriving shaft, a receptacle containing a liquid and a compressed elasticmedium, means providing a like plurality of work chambers adapted tocommunicatewith said receptacle, piston means in g piston, means forcontrolling the time and rate of flow of said liquid into said workchambenmeans to connect the piston means in the cylinder into whichliquid is being forced to said driving shaft while liquid is beingforced thereinto, and means controlled by said driving shaft forigniting a fuel charge in each combustion chamber after the pistontherein has reached the end of its return stroke.

15. In an internal combustion engine, in combination with a drivingshaft, means providing a plurality of combustion chambers, a piston ineach chamber adapted to be moved by the expansion of an ignitedcombustible mixture unrestrained by mechanical connection to saiddriving shaft, a receptacle containing a liquid anda compressed elasticmedium, a plunger means in said receptacle separating said liquid andsaid compressed elastic medium, means providing a like plurality of workchambers adapted to communicate with said receptacle, piston meansin'each of said work chambers connected to one of said first namedpistons and adapted to force liquid into said receptacle and another ofsaid work chambers and to further compress said elastic medium duringthe combustion strokeof said piston, means to connect the piston meansin the cylinder into which liquid is being forced to said driving shaftwhile liquid is being forced thereinto, and said plunger means in saidreceptacle retaining said liquid in operative position with respect tothe piston means in said work cylinders irrespective of the verticalposition of said liquid with respect to. said receptacle.

16. In an internal combustion engine, in combination with a drivingshaft, means providing a plurality of combustion chambers-and a likeplurality of work chambers a floating piston in.

a each combustion chamber connected to a piston in an associated workchamber, a receptacle containing a, liquid and a compressed elasticmedium formaintaining said liquid under a substantial pressure, means ofcommunication between the liquid in said receptacle and each of saidwork chambers, each floating piston being adapted to move its associatedwork piston to force liquid from its work chamber into said receptacleat the rate determined by the normal expansion of a 'fuel mixture undercombustion,

each combustion chamber connected to a piston.

in an associatedwork chamber, a receptacle con-,- taining aliquid and acompressed elastic medium for maintaining said liquid under asubstantial pressure, means of communication between the liquid in saidreceptacle and each of said work chambers, each floating piston beingadapted to move its associated work piston to force liquid from its'work chamber into said receptacle at the rate determined bythe normalexpansion of a fuel mixture under combustion, and means normally closingcommunication between each" work chamber and said receptacle but openedby the pressure generated by the combustion of the fuelcharge in thecorresponding combusfuelcharge. 18. In an internal combustion engine, incom- I is being forced bination with a driving shaft; meansproviding aplurality of combustion chambers and a like plurality of work chambers,a floating piston in each combustion chamber connected to a piston a.fuel mixture under combustion, said pistons being disconnected from saiddriving shaft throughout the combustion strokes thereof, and means forconnecting each work piston to said driving shaft throughout the 'periodthat liquid into the corresponding work chamber.

19. In aninternal combustion engine, in combination with a drivingshaft, means providing a plurality of combustion chambers and a likeplurality of work chambers, a floating piston in the rate determined bythe normal expansion of a fuel mixture under combustion, and means forcontrolling the time at which said liquid under pressure in saidreceptacle flows into a second work chamber to move the piston thereinon its work stroke.

20. In an internal combustion engine, in com- .blnation with a drivingshaft, means providing a plurality of combustion chambers and a likeplurality of work chambers, a floating piston in each combustion.chamber connected to a piston in an associated work chamber, areceptacle containing a liquid and a compressed elastic medium formaintaining said liquid under a substantial pressure, means ofcommunication between the liquid in said receptacle and each of saidwork said valve means and the time of flow of said second work chamber,and means for connecting liquid under pressure in said receptacle into aeach workpi'ston to said driving shaft during its work stroke, said lastnamed means delivering power to said driving shaft by a right angularapplication of torque; thereto throughout the vworking stroke of saidpiston.-

21. In an'internal combustion engine,'in combination with a drivingshaft, means providing a I plurality of combustion chambers and a likeplurality of work chambers, a floating piston in each combustion chamberconnected to a piston in an associated work chamber, a receptaclecontain- ,ing a liquid and a compressed elastic medium 7 for maintainingsaidliquid under a substantial pressure, means of communication betweenthe 75 each combustion chamber for compressing a gaseous charge to bedelivered to said chamber,

' means for transferring said charge to said chamber, and means forigniting a fuel mixture in said chamber when the piston thereof hasreached the end of its return stroke. 1

22. In an engine, in combination with a driving shaft, means providing,a plurality of power chambers and a like plurality of work chambers, afloating piston in each power chamber connected to a piston in anassociated work chamber, a receptacle containing a fluid maintainedunder a substantial pressure, means of communication between saidreceptacle and each of said work chambers, means for. controlling therate of flow of said liquid into each of said work chambers, eachfloating piston being adapted to move its associated work piston toforce fluid from its work chamber into said receptacle at the ratedetermined by the normal expansion of the motive fluid in said powerchamber, said pressure fluid flowing from said receptacle into a secondwork chamber to move the piston in said work chamber on its workingstroke, and means for connecting each work piston to said driving shaftonly during its working stroke.

23. In an engine, in combination with a driving shaft, means providing aplurality of power chambers and a like plurality of work-chambers, afloating piston in each power chamber connected to a piston in anassociated work chamber, a receptacle containing a fluid maintainedunder a substantial pressure, means of communication between saidreceptacle and each of said v worl' chambers, each floating piston beingadapted to move its associated work piston to force fluid from its workchamber into said receptacle at the rate determined by the normalexpansion of the motive fluid in said power chamber, said pressure fluidflowing from said receptacle into a second work chamber at asubstantially uniform rate to move the piston in said work chamber bers,a floating piston in each power chamber connected to a piston in anassociated work chamber, a receptacle containing a fluid maintainedunder'a substantial pressure, means of communication between saidreceptacle and each of said work chambers, each floating piston beingadapted to move its associated work piston to force fluid from its workchamber into said receptacle at the rate determined by the normalexpansion of the motive fluid in said power chamber, 'said pressurefluid flowing from said receptacle into a second work chamber at a sulstantially uniform rate to move the piston in sa:' 1 work chamber on itsworking stroke, means for connecting each work piston to said drivingshaft only during its working stroke, and a valve cooperating with eachof said work cham rs to motive fluid by combustion, medium by the actionof said expanding motiveon its working stroke, means for connecting eachfluid at a greater rate than it is to" be utilized permit flow of fluidtherefrom and to prevent rebound of the piston therein at the end of thepower stroke. a v

25. In an engineTin combination with a driving shaft, means providing aplurality of power chambers and a like plurality of work chambers, afloating piston in each power chamber connected to a piston in anassociated work chamber, areceptacle containing a fluid maintained undera substantial pressure, means of communication between said receptacleand each of said work chambers, means for controlling the rate of flowof said liquid into each of said work chambers, each floating pistonbeing adapted to from its work chamber into said receptacle at theratedetermined by the normal expansion of the motive fluid in said powerchamber, said pressure fluid flowing from said receptacle into a secondwork chamber at a substantially uniform rate to move the piston in saidwork chamber on its working stroke, and means for connecting each workpiston to said driving shaft only during its working stroke, said lastnamed means providing a right angle transmission of torque from eachwork piston to said driving shaft throughout the working strokethereof.-

26. In an engine, in combination with a driving shaft, means providing apower chamber and a work chamber, a floating piston in said powerchamber .connected to 'a piston in said work chamber, a receptaclecontaining a liquid and is connected to said driving shaft only duringthe work stroke thereof. 4

27. The method of utilizing the energy developed by a motive fluid inacombustion engine which includes the steps of expanding the displacing aliquid .ment while simultaneously compressing an elastic medium by thatdisplacement of the liquid medium which is in excess of that flowing tothe driven element, and continuing the flow of said liquid medium tosaid driven element by the pressure of said compressed elastic medium.

28. The method of utilizing the energy developed by a motive fluid in acombustion engine which includes the steps of expanding the motive fluidby combustion at a rate which is determined by therate of combustion,displacing a liquid medium by the action of said expanding motive fluidat the variable rate determined by the rate of expansion of said motivefluid and which is in excess of its rate of useby adriven 1 elementduring a portion of the expansion period,

expanding motive fluid into drivin relation with said driven element andsimultaneously compressing an elastic gaseous medium by thatdisplacement of the liquid medium which is in extinuing the 110w of saidliquid medium to said- 12 v cess of that flowing to the driven element,condriven element by the potential energy stored in .said elasticmedium, and controlling the rate of flow of said liquid medium to saiddriven element to determine'the work function of the engine.

29. The method of utilizing the energy developed by a motive fluid in acombustion engine which includes the steps of expanding the motive fluidby combustion, displacing an element and a liquid medium in contacttherewith by the action of said expanding motivefluid at the variablerate determined by the rate of expansion of said motive fluid and whichfor a portion of said period of expansion is in excess of the rate ofuse of-said liquid medium by a driven element, flowing said liquidmedium by the action of said expanding motive fluid into drivingrelation with said driven element and simultaneously compressing anelastic medium by that displacement of the liquid medium which is inexcess of that flowing to the driven element, utilizing the potentialenergy of said compressed elastic medium to continue the flow of saidliquid medium to said driving element after the rate of flow of theliquid medium by the expanding motive fluid has decreased, and thenreversing the movement of said driven element by the combustion of saidmotive fluid to drive said first named element in the opposite directionby flowing said liquid medium and compressing said elastic medium asdefined.

v WILLIAM F. DOG-AN.

